Feasibility of a Metropolitan Truck-only Toll Lane Network: The Case of Atlanta, Georgia Michael D. Meyer, P.E., Professor School of Civil and Environmental Engineering Georgia Institute of Technology

2 TOT Study High level proof-of-concept analysis Not an exhaustive list of options Analysis based upon… –Available regional truck travel data –HOT lane study analysis methods –Assumed facilities (engineering feasibility not examined.)

3 HOT/TOT Steering Committee Atlanta Regional Commission (ARC) Federal Highway Administration (FHWA) Georgia Department of Transportation (GDOT) Georgia Regional Transportation Authority (GRTA) State Road and Tollway Authority (SRTA) Georgia Motor Trucking Association American Transportation Research Institute Industry representatives (United Parcel Service, Lithonia Lighting, Drug Transport, Inc.) Steering Committee

4 Congestion in 2030 Afternoon Peak (PM) Map Legend: Projected GP Congestion Levels in 2030 Highway GP lanes at capacity/congested Highway GP lanes near capacity Highway GP lanes with capacity available

5 The Opportunity & a Challenge Most HOV corridors have excess capacity But some HOV corridors will be congested Map Legend: Projected HOV Congestion Levels in 2030 PM Peak HOV lanes at capacity/congested HOV lanes near capacity HOV lanes with capacity available

6 HOT and TOT Study Primary Assumptions 2030 target analysis year Managed lanes network on all limited access facilities –One lane in each direction inside I-285 –Two lanes in each direction on and outside of I-285 Scenarios evolved based on expected performance levels and ability to handle demand at reasonable levels of service. TOT Assumptions

7 TOT Lane Objectives “MANAGE” the new lanes…Building to achieve --- Free flow conditions for managed lane users Free flow conditions for the region’s planned BRT network Maximum use of the highway capacity

8 Why Interested? Trucks constitute significant portion of highway flows Trucks take up a lot of space (capacity) Logistics industry in Atlanta region is significant and likely to grow Growth in national economy suggests tremendous growth in through truck trips Truck/auto crashes

9 TOT Assumptions Voluntary use of TOT lanes Value of time: –$35/hr for heavy trucks (over 8,000 lbs.) –$18/hr for light trucks Fees charged when needed and in the amount needed to manage performance of TOT lanes Conservative passenger car equivalents used (1 truck = 2 cars) Truck lane interchanges provided at HOV interchanges for initial assessment Buses can use TOT lanes as well

10 Three Alternatives Evaluated Alternative 1: TOT lanes are established along side of planned HOV lanes. Alternative 2: Same as above, PLUS in midday hours (10am-3pm) light service trucks can use HOV lanes inside I-285. Alternative 3: TOT lanes are established in place of planned HOV lanes along I-285 and outside of I-285.

11 Alternative 1 Voluntary TOT –I-75 N –I-85 N –I-285 –I-75 S HOV network –Entire region Voluntary TOT –I-75 N –I-85 N –I-285 –I-75 S HOV network –Entire region North-South East-West

12 Alternative 2 Current HOV lanes inside I-285 restricted to light duty trucks in midday Current HOV lanes inside I-285 restricted to light duty trucks in midday

13 Alternative 3 Voluntary TOT –Outside I-285 –On I-285 HOV network –Inside I-285 only TOT replaces HOV outside and on I-285 Voluntary TOT –Outside I-285 –On I-285 HOV network –Inside I-285 only TOT replaces HOV outside and on I-285

Truck Productivity TOT Scenarios

15 TOT Alt 3: North-South corridor travel time 2030 PM Peak Period Through trip in TOT lanes saves 70 minutes in TOT lanes compared to travel time in GP lanes Alternative 3 North-South Truck Trip N

16 Alternative 3 East-West Truck Trip 2030 PM Peak Period Through trip in TOT lanes saves 80 minutes in TOT lanes compared to travel time in GP lanes N

17 Truck Trip Performance Percent of North-south Trip at Given Condition during PM Peak Hour 2030 Scenario Free Flow (LOS A-C) Near Capacity (LOS D) At Capacity/ Congested (LOS E-F) HOV 2+ Base * 14%48%38% A1/A2: Major Truck Corridors 84%16%0% A3: Regional TOT Network 92%8%0% *TOT base scenario

18 Change in Weekday Vehicle Hours and Vehicle Miles, 2030 TOT Alternative Scenario Weekday VMT (000s) Change in Weekday VMT from Base (000s) Weekday VHT (000s) Change in Weekday VHT (from Base (000s) HOV 2+ Base 159,787-6,139- A1: Major Truck Corridors 160,1080.2%5, % A2: Service to Deliveries 160,1380.2%5, % A3: Regional TOT Network 159, %5, % * Regional measures include all vehicle types on all arterials, collectors, and limited access facilities. Network Performance

19 Change in Weekday Vehicle Hours and Vehicle Miles, 2030 TOT Alternative Scenario Weekday VMT (000s) Change in Weekday VMT from Base (000s) Weekday VHT (000s) Change in Weekday VHT (from Base (000s) HOV 2+ Base 159,787-6,139- A1: Major Truck Corridors 160,1080.2%5, % A2: Service to Deliveries 160,1380.2%5, % A3: Regional TOT Network 159, %5, % * Regional measures include all vehicle types on all arterials, collectors, and limited access facilities. Network Performance

20 Performance of GP Lanes PM Peak Hour Percent GP Lanes Operating at Given Condition during PM Peak Hour 2030 Scenario Free Flow Near Capacity At Capacity/ Congested HOV 2+ Base40%31%29% A1/A2: Major Truck Corridors 46%32%22% A3: Regional TOT Network 48%28%24% 17 to 24% reduction in congested general purpose directional miles

21 Change in PM Truck Volume TOT Alternative 3

22 Performance of Arterials and Collectors Percent Arterials and Collectors Operating at Given Condition during PM Peak Hour 2030 Scenario Free Flow Near Capacity At Capacity/ Congested HOV 2+ Base66%16%18% A1/A2: Major Truck Corridors 69%16%15% A3: Regional TOT Network 68%16% A 10-15% reduction of congested arterial and collector miles

23 ARC modeled air quality impact and found little change in expected emissions, however…. Safety benefits are potentially huge ($3 million per fatality, not to mention delay costs) Air Quality and Safety

Projected Annual Revenue 2030 TOT Scenario Weekday Revenue per TOT Lane Mile Total Weekday Revenue (000s) Projected Annual Revenue (000s) A1: Major Truck Corridors $ 694 $ 327 $ 89,400 A2: Service to Deliveries $ 614 $ 372 $ 101,000 A3: Regional TOT Network $ 554 $ 724 $ 198,000

25 Improved freight and passenger movement –Regional travel time saving (for all, except HOV users) –More reliable travel conditions –Safer travel conditions (we believe) Efficient –Truck operators save time, increase productivity –Regionally, similar vehicle miles traveled in fewer hours Potentially cost effective –Opportunity to offer substantial benefits, earn revenue What We Learned About TOT Lanes

26 Comparative Results of Regional Managed Lane Strategies 2030 HOV, HOT and TOT Scenarios

27 System-wide Annualized Capital & Operating Costs (M) HOV 2HOT 3+TOT A3 Capital Cost 1 $ 578$ 591$ 589 Operating Cost 2 $ 26 $ 72$ 41 Total Cost$ 604$ 662$ 630 Fee Revenue$ 0$ 90$ 198 Net Revenue Over Op. Cost- $ 26$ 18$ Capital costs are assumed to be sunk costs with 30 year bonds at 5% interest. Values may not sum due to rounding error. 2.Operating costs include administration, enforcement and maintenance.

28 Regional Value of Annual Time Savings* Estimates ($M) Regional value of time (VHT) saved versus HOV 2 base ($M) HOT 3+TOT A3 Light $18/hr $ 22$ 492 Heavy $35/hr. $ 13$ Occupant $15/hr - $ 101- $ 260 Single Occupant $15/hr. $ 379$ 905 Total** $ 313$ 1,504 * Savings is change from TOT analysis HOV base alternative; HOT 3+ scenario incorporates TOT model refinements. ** Values may not sum due to rounding error.

29 PM Peak Hour Level of Service General Purpose Lanes Free Flow (LOS A-C) Near Capacity (LOS D) At Capacity / Congested (LOS E-F) HOV 2+ Base 40 %31 %29 % HOT %32 %28 % TOT A3 48 %28 %24 % 20% increase in free flow performance

30 Range of responsibilities for TOT planning, development, operation, maintenance, and enforcement Common visions and principles Determine pricing strategy early on Regional vs. corridor-level issues Consistency with RTP TOT alternative in corridor studies Potential for PPP Use of revenues Public outreach Consistency with region’s fee collection strategy Implementa- tion

31 Travel demand model can be used for an analysis-driven debate Confluence of technical analysis and political advocacy Trucking representatives Strategy tied to BRT Voluntary use of lane Corridor-level studies with freight component Trade-off between HOV and …. Lessons Learned

32 Some Extensions Since the Study Was Done

33 Application of Screening Criteria (1) Screening Criterion 2: Daily truck volume Source: Hsing-Chung Chu, Implementing Truck-Only Toll Lanes at the State, Regional, and Corridor Levels: Development of a Planning Methodology, unpublished Ph.D. dissertation, School of Civil and Environmental Engineering, Georgia Institute of Technology, Screening Criterion 1: PM level of service

34 Application of Screening Criteria (2) Screening Criterion 4: High truck-related crashesScreening Criterion 3: Daily truck percentage Source: Hsing-Chung Chu, Implementing Truck-Only Toll Lanes at the State, Regional, and Corridor Levels: Development of a Planning Methodology, unpublished Ph.D. dissertation, School of Civil and Environmental Engineering, Georgia Institute of Technology, 2007.

35 Application of Screening Criteria (3) Potential TOT corridors – Combine screening criteria Source: Hsing-Chung Chu, Implementing Truck-Only Toll Lanes at the State, Regional, and Corridor Levels: Development of a Planning Methodology, unpublished Ph.D. dissertation, School of Civil and Environmental Engineering, Georgia Institute of Technology, Screening Criteria 5: 90% cost saving threshold

Planning Guidance (2) Identify Potential TOT Corridors and Their Extents (3) Determine the Placement of TOT lanes (6) Determine a Mandatory or Voluntary Policy (4) Determine the Location of Access Points (5) Determine Vehicle Eligibility (7) Determine the Pricing Strategy (8) Determine the Financing Mechanism (1) Define Goals, Objectives, and Performance Measures Implementation Steps for TOT Lanes Public-private partnerships Connect freight generators Trucking industry support Screening Process Efficiency, Safety, Freight productivity, Self-financing, Environment Through truck traffic Excess capacity – medium trucks Variable pricing / Optimum toll rates Source: Hsing-Chung Chu, Implementing Truck-Only Toll Lanes at the State, Regional, and Corridor Levels: Development of a Planning Methodology, unpublished Ph.D. dissertation, School of Civil and Environmental Engineering, Georgia Institute of Technology, 2007.